Apparatus for controlling the flow of fluids



P. KoLLsMAN 2,526,672

APPARATUS FOR CONTROLLING THE-FLOW OF FLUIDS 3 Sheets-Sheet 1 oct. 24, 195o Filed Feb. 28, 1946 Oct. 24, 1950 P. KoLLsMAN 2,526,572

yAPPARATUSFOR CONTROLLING THE FLOW 0F FLUIDS Filed Feb. 28,1946 s sheets-sheet 2 j INVENToR.

PAUL KoLLSMA/v A HORA/L' y Det. 24, 1950 P. KoLLsMAN APPARATUS Foa coNTRoLLNG THE FLow oF mms` Filed web.,L 28,1946

.o Y h u 0 m K iatented ct. 1,95()

UNITED STATES PATENTy OFFICE l 2,526,672 n i APPARATUS FOR CONTROLLING THE FLOW F FLUIDS Paul Kollsman, New York, N. Y. Application February 28, 1946, Serial No. 650,845

4This invention provides a method of, and apparatus for, controlling the ow of a plurality of diiferent fluids to maintain a predetermined ratio therebetween. The invention has particular application to a control method and apparatus for maintaining constant the ratio between a plurality of flows of iluid, the flows being so controlledl that the weight flows of the several fluids maintain a constant relationship'. t,

According vto the invention, the particles of the individual iluids are accelerated to a predetermined velocity, the energy is determined which is required for accelerating each of the fluids, and the flow of one or several ofthe fluids is then controlled in such manner as to maintain the ratio between the respective energies constant.

The control method and apparatus embodying the present invention are particularly suited for the control of fluids of variable density and are well adapted for controlling the ratio between the flow of a gas and the flow of a liquid, the accuracy of the control being unaffected even by entry of considerable quantities of gas or air into the duct through which the liquid flows.

YThe various objects, features and advantages ofthis invention will appear more fully from the detailed description which follows, accorn-l panied by drawings, showing for the purpose of illustration a preferred embodiment of the incarried out may be better understood by referring to the following description taken in connection with the accompanying drawingsA form.

ing a part of it, in which:

Fig. l is a sectional side elevation of an automatic regulator foi` proportioning the flow of a liquid to the flow of a gas; the section being taken on line I-I of Fig. 2

Fig. 2 is a plan view of the apparatus shown in Fig. 1; Y'

Fig. 3 is a side elevationA of the device shown in Figs. 1 and 2;

Claims. (Cl. 103-1) Fig. l` is a section taken on line 4-4 of Fig. 1;

Fig. 5 is a section taken on line 5-5 of Fig. 1; Fig. 6 is an enlarged sectional'view of a detail of the device shown in Fig. 1, the section being taken on line 6 6; and

` Fig. 7 is a detailed view of a spring loaded throttle valve of the apparatus shown more particularly in Figs. 1' and 3. Y

In the following description and in the claims, various details will be identified by specific names for convenience, the names, however, are intended.V to be as generic in their application as the art will permit. Like reference characters refer to like parts in the several figures of the drawing.

In the drawings accompanying and forming part of this specification, certain specic disclosure of the invention is made for the purpose of explanation of broader aspects of the invention, but it is understood that the details may be modied in various respects without departure from the principles of the invention and that the invention may be applied to, and practiced by, other structures than the one shown.

In the description, the term pressure fluid or fluid will be used as a generic term, denoting non-compressible as well as compressible fiuids for example, liquids and gases, and mixtures ,of

liquids and gases.

Referring to the drawing, the apparatus shown in Fig. 1 comprises` a housing vII having an inlet flangerIZ leading to an'inlet passage I3 and an outlet flange III at the end'of an outlet passage I5. The outlet passage I5 is normally connected to a point of reduced pressure, for example the intake duct of an internal combustion engine indicated in dotted lines in Fig. 3. The inlet passage of the apparatus leads to a point of atmospheric pressure, for example, the conventional intake air lter commonly used for earburetors of internal combustion engines.

A central stud I'I in the inlet passage supports adrive shaft I8 in bearings I9 and 2l). The shaft I8 is driven by a motor 2| secured to the housing byrscrews 22, and carries at yits end an impeller 23 having substantially radial blades 24.

The motor 2 I is preferably a constant speed motorl A rotor 25 having a shaft 25 is supported in.

The rotor 25 has a plurality' 4 bearings 2l and 28. of substantially radially extending vanes 29 adjacent the periphery of the impeller 23. Air or gas issuing from 'the bladesv of the impeller impacts upon the Vanes 29 of the rotor and exerts a certain reactive torque thereon tending to turn the rotor about its axis.

. ,A rotary valve member 3@ in the valve chamber 3l is xed on the rotor shaft 23 and has a lcontrol edge 32 adapted to cover and uncover a control port 33 leading to a control duct 33. Details of this valve are shown in greater detail in Figure 6. Air or gas of substantially atmospheric pressure may enter the valve chamber 3| through a passage 35.

Air leaving the Vanes 29 of the rotor 25 enters an annular chamber 36 and thence flows through passages 37 into an enl-arged air chamber 38 separated from the outlet passage l by a movable throttle valve member 39.

A liquid, for example gasoline, is supplied to the regulator through a supply duct stil leading to a pipe connection el in the housing Il. A duct 42 leadswfrom the4 pipe connection @l to a central chamber' 43 in which a further impeller 44 turns. Thel impeller lill is mountedvon a shaft d5 supportedwin bearings 45 and 4l'. A drive pinion 43 is` secured to the end of the impeller shaft and meshesrwith an intermediate gear 49 on a stud shaft 50. The intermediate gear, in turn, meshes with a further gear l5ly on a shaft 52 extending through* thelength of the housing l l and turning in Abearings 53 andV 5d. Thev other end of the shaft/524carries the `pinion 55 meshing with a drive gear Eton the drive shaft I3 of themotor 2 l.` Itis thus evident that the impeller 23 in the gaslpassage andthe impellerdin the liquid passageare driven at a constant speed ratio which is maintained at all times even if the speed of I.y

nentmagneton the end of the rotor shaft 60 is magnetically coupled through a wall 6e in the housing ll withI a similar magnet 65 onthe end of theqshaft 23 .of the rotor 25 associated with the air impeller 23.

The intermediate,. gear49 in the drive of the liquid impeller 44V, causes the liquid impeller to spin in a direction opposite to that of the air impeller 23,. As a result, a torque is exerted by the impact of the accelerated liquid particles v on vanes of the rotor 59 which is opposed to the direction of thevtorqu'e exerted by the rotor 25 acteduponjby air. The torque of the rotor is transmitted to the rotary valve member by the magnetic coupling 53, 65 acting through the liquid-tight wall 64 of the housing. It is evident` that if the torque exerted on the liquid rotor 59 is equalto the torque exerted on the air rotor 25,' the rotary valve 33 will not move with respect to control port 33.

A floating disc 66 is freely rotatable on an extension `t?. of the rotor shaft to decrease the drag which would otherwise be exerted on the rotor 59 by. liquid 'friction between Vit and the im-Y peller 415. Liquid particles accelerated by the outer wall of the impeller rit-l, exert a certain drag on the floating disk 55, causing the disk to rotate very slowly on the shaft extension 67. The disk 5Svis braked by the liquid between it and the wall of the rotor which for practical purposes may be considered as stationary. The drag exerted by the disk 66 on the adjacent wall of the rotor 59 is negligible due to the greatly reduced rate at which the disk turns.

Air at approximately atmospheric pressure enters the valve chamber 3l of the rotary valve 30 through the passage 35. Air is withdrawn from the valve chamber 3l through the control duct 3H., which communicates .with a branchvduct 68 leading to a constricted passage 69 opening into the air outlet passage I5. Since the outlet passage l5 is a point of reduced pressure due to its connection to the intake of a combustion engine or to some other source of suction, a reduced control pressure is created in the branch duct 68 and the control duct 34. The control pressure is equal to the pressure existing at the constricted passage y69, when the rotary valve 30 is closed, and ranges up to nearly atmospheric pressure when the rotary( valve. 30n is fully open. i It thugs. becomes evident thatthe pressure in the control duct 34is controllableby the rotaryvalve 30and` thus becomes a function of the torque diiferentialof the air rotor 25'vand the liquid` rotorn.

The' control duct 34 leads .to a diaphragm chamber 73 one wall of .which is formed by la flexible diaphragm ll. The diaphragm separates the chamber llfrom a furtherv chamber 'l2 communicating( with a point of substantially atmospheric pressure through a conduit 13 leading member .5 guided in asleeve 'I6 and controllingA a valve` port 11.. The diaphragm 1I tends to keep the valve port 'l1 closed when equal pressures exist in the chambers l0 and l2. The valve port Ti opens if reduced pressureacts onthe diaphragm in chamber 'l0 causingthe diaphragm to deflect to theright. This .condition is brought about by closing ofthe control valve Dort33 'by the rotary valve `member Supermitting maximum suction torberqapplied to `thechamber 'HJ through velocityto insureintimate mixture between the air and the liquid injected. therein..

Liquid ynovvjingthrough the valve 1'5, 11 is prevented from entering the diaphragm chamber 'l2 by a bellows or sylphon 84 between the diaphragm "il and an annularlwall 85'in therhousing.

lVhxture of gas and liquid, for example of airV and liquid fuel is withdrawnrthrough the -outlet l passage I5 controlled bythe throttle rvalve 39."

The throttle. valve 39' is mountedon a shaft. 86

freely rotatable in the. housing and is acted upony by a spring 8l (see Fig. 7) oneendof which is sef cured to the shaft 86, the otherend being secured.

to a post 88 on the housingll. The spring 81 tends to keep the throttle valve 3S closed. The

throttle valve member-.39,3 on the other hand,

is acted upon by the differential pressure across,

the Valve member-,fthat -is `bysu-ction inthe eutletrpassage l 5 and ,by the pressure of theair or gas in the chamber 38. Since normally .the

pressure in the oulet passage I5 is lower than the pressure in the airchamber 38,'-the valve member'39 opens until a condition of equilibrium is attained in which the force exerted on the valve member 39 by the-pressure differential between the outlet passage I5 and the air .chamber 38 is equal to the force of the spring 8l tending to move the valve member in the opposite direction. The position of the valve member 39 is further controlled, and its free movement limited,'by limit stop means which may be pre-set from the outside. Details of the stop arrangement are illustrated in Fig. 3. ,Y i J A pre-settable arm 89 is mounted on the casing for pivotal movement coaxial with the valve shaft B6. The position of the arm 89 is'adjustable by a rod 99 leading -to a, suitable control lever or segment (not shown). A screw 9i is adjustable i'n the arm 89. the end of the'valve shaft 85 and cooperates with the screw 9i forminga stop for the arm limiting the movement of the valve arm 92 in counterclockwise direction. The extent of opening movement ofthe valve39 under differential pressure to the tangential velocity of the air flow multig plied by its mass. The tangential velocity being constant the impact or torque exerted on the rotor 25 becomes a function of the mass flow of the air flowing through the inlet passage i3.

Liquid fuel admitted through the ducts 49 and 42 enters the impeller 44 and is likewise accelerated to a tangential velocity equal to the circumferentialvelocity.Y of the air impeller 23.-

The accelerated liquid particles strike the vanes 59 of the rotor 59 and tend to turn the rotor in direction opposite to the'rotor 25;

The liquid fuel leaving the vanes of the rotor '59 ows through the passage 8i to the fuel valve l5, 'il and thence through the duct 32 to the fuel nozzle 83 for injection into the air stream flowing through the outlet passage l5.

. Assuming the torque exerted by the air on the rotor 25 is equal to the torque exerted by the liquid on the rotor 59, the two torques cancel out at the magnetic coupling 93, 65 between the rotor shafts 23 and 99 and the rotary valve 30 does not move. If the amount of fuel flowing through the apparatus is momentarily less than the amount to be maintained with respect to the air,

the torque exerted on the liquid rotor V59 is .re-

duced, causing the rotary valve member 39 to turn under action of the air rotor 25, reducing the area of the control port 33 to which air is admitted into the control duct 313. The result is a drop in pressure in the control duct causing deflection of the diaphragm 'll to the right and movement of the valve member to a position in which an increased ow of liquid is admitted through the valve 15, Tl.l The flow of fuel is increased until the normal ratio, of the weight flow of fuel with respect to the weight iiow of air is re-established. When the correct flow is established, the reaction of the liquid on the rotor. 59 is increased to an amount equal to the torque excited by the air rotor 29 with the result A valve arm 92 is secured to tor 2i since an increase or decrease in the motor speed causes a proportional increase and decrease.;A

in the speeds of both impellers 23 and-44gY Assuming now for example that for some reason the amount of air flowing through the `regulator be decreased, it is apparent that as a consequence the torque exerted 'on the air rotor 25.

is decreased permitting momentarily the liquid rotor .to adjust the rotary valve 39 through the magnetic coupling 93, B5. As a result the controlport 33 isv opened further'causing an increase in The increasedV pressure in the control duct 34. pressure moves the diaphragm 'Il to the left whereby the flow of liquid is correspondingly decreased. It is thus evident that a constant ratio between the weight ow of twofiuids, air and liquid is automatically maintained.

In the illustrated embodiment of the invention the amount of air flowing through the regulator is determined by the demand of the internal. combustion engine connected to the outlet iiange.

i9. If the demand increases the differential pressure across the throttle valve member 39 in.-

creases causing the valve member automatically to open further if the stop 9| permits. Reduction in the demand of air and fuel mixture causes Va decrease in the pressure and the outlet passage l5 and a corresponding movement of the throttle valve 39. The limits of the movement of the throttle valve may be set by appropriate adjustment of the arm 89.

It win be noted in this connection that the;

throttle valve 39, unlike conventional throttle valves, is not directly actuated as it is for example by the acceleratorY pedal of an automobile.

, In the illustrated apparatus the throttle valveA member adjusts itselfiautomatically in depend-l ence on the differential pressure acting on it.

Thus forceful rapid opening of the throttle valve .y

beyond its proper position is prevented which, as

is well known, causes an abnormal increase in.

pressure at the carburetor nozzle 83 accompanied by a substantial decrease in air velocity resulting in incomplete atomization and unsatisfactory mixture between air and fuel. In the illustrated carburetor, substantial air velocities are main- Vmained at all times at the point where fuel is injected into the'air stream and complete mixing between air and fuel is thus insured.

An adjustment of the arm 89 moving the stop 9| corresponds to the direct actuation of the throttle valve in conventional carburetors. In the present instance, however, adjustment of the limit stop towards the open position permits automatic increased opening of the throttle valve 39 without forcing the throttle valve member so to move immediately. After adjustment of the stops towards the open position the throttle valve member opens automatically in response to the' differential pressure but not so fast as to cause the pressure differential between the outlet passage l5 and the air chamber 38 to drop to practically Zero, a condition often present in conventional installations which leads to incomplete atomization of the fuel. Restriction of the rate of opening of the throttle valve 39 is a particular feature of the invention. l

If the flow of combustible mixture is to be decreased the'limit stop is moved in the opposite direction. This causes forcible adjustment of the ythrottle valve 39 towards the closed position,

7. Forcible movement in this direction, however, does not have the injurious consequences which forcible opening has and is for this reason not objectionable.

Regardless of whether the flow through the outlet passage l is increased or decreased, the regulator operates to maintain a predetermined ratio of gas to liquid, or air to fuel, constant. The ratio of ows is not affected by changes in density since the flow responsive members of the apparatus are responsive to the mass ow, or weight flow, rather than the volume flow. It is for this reason possible to employ the invention advantageously for the control of fluids which undergo substantial changes in density. Apparatus embodying the invention are admirably suited for proportioning flows of liquid which occasionally or constantly are mixed with gas. Since the control of the apparatus is not affected by such mixture it remains at all times responsive to the actual mass flow.

While the illustrated embodiment shows the application of the invention to the control of the flow of a liquid with respect to the flow of a gas,

it is evident that the invention is not limited .f

thereto. The ratio of several liquids may be controlled in the same manner as may be the ratio of several flows of gas.

The illustrated embodiment of the invention is particularly adapted for use in connection with carburetors for internal combustion engines. Advantage is taken in the illustrated construction of the particular conditions presentin carburetor installations to operate certain elements of the regulator. ference between the outlet passage l5 and the inlet passage i3 is utilized for operating thediaphragm-actuatecl valve lli, l5, 71 through the control valve 30, 33. Obviously, other forms of servo-motors could be substituted for the actuating diaphragm TU and other forms of relays could be employed for actuating the servo-motor than a pressure fluid valve.

The energy imparted to the liquid particles and measured in the illustrated regulatorby reaction exerted on a rotor may be determined in other ways, for example, by directly determiningthe amount of energy required for imparting a predetermined acceleration to the mass of the fluid. Thus, the torques required for driving the impellers for the Various fluids have the same relation as the reaction forces exerted by the fluids against the fluid obstacles which 4the rotors represent.

The illustrated form of regulator is specifically designed for maintaining a pre-determined fixed ratio between several flows of fluid. The ratio to be maintained can manifestly be changed by changing the ratio between thecontrol impulses created in the regulator. This may be done by varying the speed ratio between the several im pellers or by changing the magnitudeof the control torques applied to the control relay or valve 30, 33. Simpler, and more convenient yet, is the use of fluid flow dividing devices in connection with a regulator of fixed ratio, the fluid ow Droportioning devices being adjustable to divide out of a controlled ow passing through the regulator a predetermined fraction, which is utilized, while the remainder is returned to the source of uid and thence passed through the regulator again. It is possible to pass a large ow through the regulator resulting in great accuracy of control, and then divide out Aofthe large' controlled ilow a predetermined smal-l fraction, which again For example, the pressurediffractionis then utilized .together with the other controlled ow passing through the regulator. Thus flow ratios ofthe order of one hundred to one or less can be obtained with great accuracy whereas control of Very small flows in a regula-'- tor could present considerable diiculties.

It thus'becomes evident that the invention may be applied to and practiced by various forms of apparatus but is not limited to the specific device illustrated in the drawings. Thus numerous changes, additions, omissions, substitutions and modifications may be made with-out departing from' the spirit, teaching and principles of the invention.

What is claimed is:

1L A fluid ratio regulator comprising, in combination, means responsive to the weight iiow of a first fluid for producing a rst control torque bearing a predetermined proportion to the weight now of said first fluid; means responsive to the Weight flow of a second iiuid for producing a sec- 0nd control torque bearing said same predetermined proportion to the weight iiow of said second fluid; a movable member acted upon by said iir'stand second torques and adapted to be moved by inequality of said torques; and means governed by said movable member for increasing and decreasing the ilow of said second fluid.

2. A fiuid ratio regulator comprising, in combination', a duct for a rst fluid; a second duct for a second fluid; first means for accelerating the particles of the fluid flowing through said first duct; a rst movable obstacle in the path of the accelerated rst iiuid; second means for accelerating the particles of the fluid flowing through said secondduct in a predetermined ratio with respect to the acceleration imparted to said first fluid by said first accelerating means; a second movable obstacle in the path of the accelerated second fluid; a movable control member acted upon in an opposite sense by said first and second uid obstacle respectively; and means governed by said movable member for increasing and decreasing the flow of said second fluid.

3. A iiuid ratio regulator comprising, in combination, a duct for a first fluid; a second duct for a second uid; a first rotary impeller for accelerating the particles of the fluid flowing through said first duct; a rst rotor impinged upon by the accelerated particles of said rst fluid; a second rotary impeller for accelerating the particles of the uid flowing through Said second duct; a second rotor impinged upon by the accelerated particles of said second fluid; means for driving'said rst and second impellers at a predetermined constant ratio; a control member `acted upon in opposite sense by said rst and second rotors; and means governed by said control member for increasing and decreasing the ow of said second uid.

Li. A fluid ratio regulator comprising, in combination, a housing having a first passage therethrough for a first uid and a second passage for a second fluid; a rst rotary impeller in said first passage; a second rotary impeller in said second passage; means for driving said first and said second impellers at a constant speed ratio; a rst rotor in said rst passage, said first rotor having vanes adapted t0 be impinged .upon by fluid particles accelerated by said first impeller; a second rotor in saidsecond passage, said second rotor being mounted substantially coaxially with said first rotor and having vanes adapted to be impinged upon by uid particles accelerated by said second impeller; a control valve member having a shaft connected with yone of said rotors; a magnetic coupling between said shaft and the other of said rotors tending to move said shaft against the action of said one rotor; a servomotor governed by said control valve; and means actuated by said servo-motor for increasing and decreasing the oW of said second fluid.

5. A uid ratio regulator comprising, in combination, a housing having a first passage therei0 through for a rst fluid and a secondrpassage for first impeller; a second rotor mountedin said 25 lsecond passage coaxially with said second impeller, Vsaid second rotor having substantially radially extending vanes peripherally larranged with respect to said second impeller, said vanes Vbeing impinged upon by fluid accelerated by said second impeller; a pilot valve member having a shaft connected with one of said rotors; magnetic coupling means between said shaft and the -other of said rotors tending to move said shaft' against the action of said one. rotor; a flo-W conftrol valve in said second passage for increasing and decreasing the flow therethrough; and means ygoverned by said pilot Valve 'for actuating said i flow control valve.

PAUL KOLLSMAN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name s Date Y V2,009,711V y Mateer July 30, 1935 2,281,411v Campbell Apr. 28, 1942 2,372,306 Adair Mar. 27, 1945 2,409,477 De Lancey Oct. 15, 1946 

